Snowmobile storage compartment, display, antenna, and body trim system

ABSTRACT

A snowmobile including a hood, a hood cap connected to the hood, and a door, which together define a storage compartment. An antenna is mounted to an upper portion of the hood cap above a headlight. A main body panel is removably coupled to a chassis of the snowmobile by way of a fastener assembly. A first trim panel is removably coupled to the main body panel. The first trim panel has a first thickness and extends a first distance from a side of the snowmobile. A second trim is configured to be coupled to the main body panel in place of the first trim panel. The second trim panel has a second thickness that is different from the first thickness and extends a second distance from the side of the snowmobile that is different than the first distance.

FIELD

The present disclosure relates to a snowmobile, and more particularly toa snowmobile storage compartment, display, antenna, and body trimsystem.

BACKGROUND

This section provides background information related to the presentdisclosure, which is not necessarily prior art.

A snowmobile is a motorized vehicle designed for winter travel andrecreation, for example. A snowmobile may be operated on snow and ice,and does not require a road or trail. While current snowmobiles aresuitable for their intended use, they are subject to improvement. Forexample, many current snowmobiles include a storage compartment,display, antenna, and body trim, each of which is subject toimprovement. The present disclosure is directed to an improvedsnowmobile including the features and advantages set forth herein.

SUMMARY

This section provides a general summary of the disclosure, and is not acomprehensive disclosure of its full scope or all of its features.

The present disclosure includes a snowmobile having a hood, a hood capconnected to the hood, and a door. A storage compartment is defined bythe hood, the hood cap, and the door.

The present disclosure further includes a snowmobile having a hoodassembly, a headlight mounted to the hood assembly, and an antennamounted to an upper portion of the hood assembly above the headlight.

The present disclosure also includes a main body panel removably coupledto a chassis of the snowmobile by way of a fastener assembly. A firsttrim panel is removably coupled to the main body panel. The first trimpanel has a first thickness and extends a first distance from a side ofthe snowmobile. A second trim is configured to be coupled to the mainbody panel in place of the first trim panel. The second trim panel has asecond thickness that is different from the first thickness and extendsa second distance from the side of the snowmobile that is different thanthe first distance.

Further areas of applicability will become apparent from the descriptionprovided herein. The description and specific examples in this summaryare intended for purposes of illustration only and are not intended tolimit the scope of the present disclosure.

DRAWINGS

The drawings described herein are for illustrative purposes only ofselect embodiments and not all possible implementations, and are notintended to limit the scope of the present disclosure.

FIG. 1 is a perspective view of an exemplary snowmobile in accordancewith the present disclosure;

FIG. 2 is another perspective view of the snowmobile;

FIG. 3 is a front view of the snowmobile;

FIG. 4 is a rear view of the snowmobile;

FIG. 5 is a top view of the snowmobile;

FIG. 6 is an exploded view of the snowmobile;

FIG. 7A is a top view of a center console of the snowmobile;

FIG. 7B is a side view of a front of the snowmobile with a relativelynarrow trim panel attached thereto;

FIG. 8 is a perspective view of a storage compartment of the snowmobilewith a door in an open position;

FIG. 9 is a perspective view of a hood assembly of the snowmobile;

FIG. 10 is an exploded view of the hood assembly;

FIG. 11 is an exploded view of the hood assembly, a bezel, and awindshield;

FIG. 12 is a cross-sectional view of the hood assembly;

FIG. 13A is a cross-sectional view of the door of the storagecompartment in a closed position;

FIG. 13B is a cross-sectional view of the door of the storagecompartment in an open position;

FIG. 14 is a perspective view of a hood cap of the hood assembly and thedoor of the storage compartment separated therefrom;

FIG. 15 is a perspective view of a hinge of the door of the storagecompartment;

FIG. 16A is a front perspective view of the door of the storagecompartment;

FIG. 16B illustrates a relatively small display mounted to the door ofFIG. 16A;

FIG. 17A is a front perspective view of another door for the storagecompartment;

FIG. 17B illustrates a relatively large display mounted to the door ofFIG. 17A;

FIG. 18 is an outer perspective view of an antenna mounted to the hoodassembly of the snowmobile;

FIG. 19 is an inner perspective view of the antenna;

FIG. 20A is a side view of the front of the snowmobile with a relativelywide trim panel attached thereto;

FIG. 20B is a side view similar to FIG. 20A, but with the relativelywide trim panel illustrated in phantom to show an internal air duct atleast partially defined by the relatively wide trim panel;

FIG. 21 is an exploded view of a main body panel of the snowmobile andthe relatively narrow trim panel;

FIG. 22 is a perspective view of an inner surface of the relativelynarrow trim panel;

FIG. 23 is an exploded view of the main body panel of the snowmobile andthe relatively wide trim panel;

FIG. 24 is a perspective view of an inner surface of the relatively widetrim panel;

FIG. 25 is a side view of a fastener assembly of the main body panel;

FIG. 26 is a cross-sectional view taken along line 26-26 of FIG. 20A;

FIG. 27 is a rear perspective view illustrating a tunnel of thesnowmobile, in accordance with the present disclosure;

FIG. 28 is another perspective view of the tunnel of the presentdisclosure;

FIG. 29 is a side perspective view of the tunnel of the presentdisclosure;

FIG. 30 is a side view of the tunnel and track assembly;

FIG. 31 is a top view of the tunnel;

FIG. 32 is an enlarged top view of a tapered portion of the tunnelrelative to the track;

FIG. 33A is a perspective view of an attachment of a bumper to thetunnel;

FIG. 33B is a top view of the attachment of the bumper to the tunnel;

FIG. 34 is an environmental prior art view of a snowmobile caught in atrench;

FIG. 35 is a prior art environmental view of the snowmobile of FIG. 34,shown illustrated within the trench; and

FIG. 36 is an environmental view of the tunnel of the presentdisclosure, illustrated within a snow trench;

FIG. 37 is a perspective view illustrating a footrest system of thepresent disclosure;

FIG. 38 is an exploded perspective view of the footrest system of thepresent disclosure;

FIG. 39 is an underside perspective view of the footrest system;

FIG. 40 is a top planar view of the footrest system;

FIG. 41 is an underside planar view of the footrest system;

FIG. 42 is a side view of a running board of the footrest system;

FIG. 43 is a top planar view of the running board of the footrestsystem;

FIG. 44A is a proximal end view of the running board of the footrestsystem;

FIG. 44B is a distal end view of the running board of the footrestsystem;

FIG. 45 is an enlarged perspective view of a left side of the footrestsystem;

FIG. 46 is an enlarged underside view of the left side of the footrestsystem;

FIG. 47 is an enlarged side view of the left side of the footrestsystem;

FIG. 48 is an enlarged left side perspective view of the footrest systemwith the fender removed;

FIG. 49 is a side view of the left side of the footrest system with thefender removed;

FIG. 50A is an enlarged underside view of the right side of the footrestsystem;

FIG. 50B is an enlarged underside view of the left side of the footrestsystem;

FIG. 51A is an enlarged perspective view of the right side of thefootrest system; and

FIG. 51B is an enlarged perspective view of the left side of thefootrest system;

FIG. 52 is an exploded perspective view illustrating a tunnel studprotection system in accordance with the present disclosure;

FIG. 53 is another exploded perspective view of the tunnel studprotection system of the present disclosure;

FIG. 54 is an enlarged exploded perspective view of a portion of thetunnel stud protection system taken about portion 9 illustrated in FIG.52;

FIG. 55A is an enlarged exploded perspective view of a portion of thetunnel stud protection system taken about portion 10 illustrated in FIG.53;

FIG. 55B is an enlarged perspective view of a portion of the tunnel studprotection system taken about portion 10A illustrated in FIG. 55A;

FIG. 56 is an assembled perspective view of the tunnel stud protectionsystem of the present disclosure;

FIG. 57 is another assembled perspective view of the tunnel studprotection system of the present disclosure;

FIG. 58A is a cross-sectional view of the tunnel step protection systemtaken along line 58-58 of FIG. 56;

FIG. 58B is an enlarged cross-sectional view taken about portion 58B ofFIG. 58A;

FIG. 59 is a perspective view of a tunnel stud protection rail accordingto the present disclosure;

FIG. 60A is a perspective view of another embodiment of a tunnel studprotection rail according to the present disclosure; and

FIG. 60B is an enlarged perspective view taken about portion 60B of FIG.60A;

FIG. 61 is a perspective view of a rear end of the snowmobile, includinga rear portion of a chassis of the snowmobile;

FIG. 62 is a perspective view of the snowmobile illustrating lower andupper support members exploded therefrom;

FIG. 63 is a cross-sectional view taken along line 63-63 of FIG. 61;

FIG. 64A is a perspective view of the lower support member;

FIG. 64B is another perspective view of the lower support member;

FIG. 64C is an additional perspective view of the lower support member;

FIG. 65A is a perspective view of the upper support member, a batterymount, and the lower support member;

FIG. 65B is another perspective view of the upper support member, abattery mount, and the lower support member;

FIG. 66A is a side view of a rear of the snowmobile with a relativelytall case mounted thereto;

FIG. 66B is a side view illustrating cooperation between the relativelytall case and the lower support member;

FIG. 66C is a perspective view illustrating cooperation between therelative tall case and the lower support member;

FIG. 67 is a side view of the rear of the snowmobile with a relativelyshort case mounted thereto;

FIG. 68 is a side view of the rear of the snowmobile with a relativelyshort and long case mounted thereto;

FIG. 69 is a side view of the rear of the snowmobile with a relativelytall and long case mounted thereto;

FIG. 70A is a side view of the rear of the snowmobile with a seatmounted thereto;

FIG. 70B is a perspective view of an undersurface of the seat of FIG.70A illustrating cooperation between the seat and the lower supportmember;

FIG. 71A is a side view of the rear of the snowmobile with tworelatively tall cases mounted thereto;

FIG. 71B is a perspective view of lower portions of the cases of FIG.71A illustrating cooperation therebetween;

FIG. 72A is a side view of the rear of the snowmobile with the seatmounted thereto, and a relatively tall case mounted behind the seat; and

FIG. 72B is a perspective view of the bottom of the seat and therelatively tall case of FIG. 72A, and cooperation therebetween.

Corresponding reference numerals indicate corresponding parts throughoutthe several views of the drawings.

DETAILED DESCRIPTION

Example embodiments will now be described more fully with reference tothe accompanying drawings.

With initial reference to FIGS. 1-6, an exemplary vehicle in accordancewith the present disclosure is illustrated. Although the vehicle isillustrated as a snowmobile 10, numerous aspects of the presentdisclosure may be included with any other suitable vehicle as well. Thesnowmobile 10 may be any suitable type of snowmobile, such as anysuitable trail snowmobile, sport trail snowmobile, touring snowmobile,performance snowmobile, utility snowmobile (such as any snowmobilesuitable for search and/or rescue, law enforcement, military operations,etc.), crossover snowmobile, mountain snowmobile, youth snowmobile, etc.

The snowmobile 10 generally includes a front end 12 and a rear end 14.At the front end 12 is a front suspension 16. At the rear end 14 is arear suspension 18. The front suspension 16 and the rear suspension 18support a chassis 20.

The front suspension 16 includes shock absorbers 22, each one of whichis connected to a ski 24. The shock absorbers 22 may be any dampeningdevices suitable for absorbing shock resulting from the skis 24 passingover uneven terrain. The skis 24 are steered in part by a suitablesteering device, such as handlebars 26.

Coupled to the rear suspension 18 is a belt or track 30, which is anendless or continuous belt or track 30. Rotation of the track 30 propelsthe snowmobile 10. The track 30 is circulated through a tunnel 32defined at least in part by the chassis 20. The tunnel 32 is tapered atthe rear end 14. Mounted at the rear end 14 is a flap 34, which blockssnow and other debris from being “kicked-up” by the track 30.

Mounted to the chassis 20 and atop the tunnel 32 is a seat 40 for theoperator of the snowmobile 10. On both sides of the chassis 20 or tunnel32 are footrests 42, upon which the operator may rest his or her feetwhen seated on the seat 40. The seat 40 is positioned to allow thedriver to grasp the handlebars 26 for steering the snowmobile 10. Thehandlebars 26 are mounted to a steering rod 28, which protrudes out fromwithin the center console 44. At the center console 44 is a fuel cap 46of a fuel tank 48. Any suitable accessory 36 (see FIG. 6) may be mountedto the chassis 20 behind the seat 40.

At the front end 12 of the snowmobile 10 is a hood assembly 50, which ismounted on top of a nose pan 68. Mounted to the hood assembly 50 andprotruding from a forwardmost end thereof is a front bumper 52. The hoodassembly 50 houses headlights 54. An optional windshield 56 is connectedto an uppermost portion of the hood assembly 50. Associated with thehood assembly 50 is a display 58 viewable by the operator when seated onthe seat 40. Mounted to opposite sides of the hood assembly are bodypanels 60, which are advantageously interchangeable.

With particular reference to FIG. 6, the snowmobile 10 further includesan engine assembly 70. The engine assembly 70 generates power fordriving the track 30. The engine assembly 70 may include any suitableengine, such as a two-stroke engine, a four-stroke engine (with orwithout a turbocharger), an 850 cc engine, etc. Coupled to the engineassembly 70 is any suitable exhaust assembly 72. Oil for the engineassembly 70 is stored in an oil tank assembly 74, which may be arrangedproximate to the seat 40.

The snowmobile 10 further includes any suitable control module 64. Thecontrol module 64 may be arranged at any suitable location, such aswithin the hood assembly 50 or beneath the center console 44. Morespecifically, the control module 64 may be included with the display 58or a control assembly mounted to the handlebars 26.

The term “control module” may be replaced with the term “circuit.” Theterm “control module” may refer to, be part of, or include processorhardware (shared, dedicated, or group) that executes code and memoryhardware (shared, dedicated, or group) that stores code executed by theprocessor hardware. The code is configured to provide the features ofthe control module described herein. The term memory hardware is asubset of the term computer-readable medium. The term computer-readablemedium, as used herein, does not encompass transitory electrical orelectromagnetic signals propagating through a medium (such as on acarrier wave). The term computer-readable medium is therefore consideredtangible and non-transitory. Non-limiting examples of a non-transitorycomputer-readable medium are nonvolatile memory devices (such as a flashmemory device, an erasable programmable read-only memory device, or amask read-only memory device), volatile memory devices (such as a staticrandom access memory device or a dynamic random access memory device),magnetic storage media (such as an analog or digital magnetic tape or ahard disk drive), and optical storage media (such as a CD, a DVD, or aBlu-ray Disc).

FIG. 7A is a cockpit view generally taken from the viewpoint of theoperator looking towards the display 58 and the skis 24. When seated onthe seat 40, the operator will generally have his or her feet on thefootrest 42. In some instances, the operator may operate the snowmobile10 in a standing position. Shin rests 62 (see FIGS. 7A and 7B, forexample) are on opposite sides of the center console 44, and provideconvenient surfaces for the operator to rest his/her shins whenoperating the snowmobile 10 in a standing, or partially standing,position. Regardless of the operator's position, he or she has easyaccess to the handlebars 26, including a left-hand control assembly 66mounted to a left one of the handlebars 26.

The center console 44 advantageously tapers inward towards the seat 40to provide the front end 12 with a width W1 that is more narrow ascompared to existing snowmobiles. As illustrated in FIG. 7A, the widthW1 extends across an apex of each one of the shin rests 62 from one sideof the snowmobile to the other. The width W1 is about 19.43 inches,which is about 4.8 inches narrower than existing snowmobiles. At theaverage knee height of the operator on the sides of the fuel tank 48,the fuel tank 48 has a width W2 that is about 10.9 inches, which isabout 3 inches narrower than existing snowmobiles. The snowmobile 10also has a width W3, which is a width of the tunnel 32 at an uppermostportion thereof just above footrests 42 and slightly behind openings offootwells at the front of the footrests (such as, for example, about 3inches rearward of a casting at a bottom of a rear overstructure legs,chassis 20; the casting is where footrest tubes/casting tie back to thechassis 20). The width W3 may be about 15.9 inches, for example. A widthW3′ is measured across the fuel tank 48 just above width W3, such asabout 20 inches above W3. The width across the fuel tank 48 at W3′ isabout 14.16 inches, which is less than previous snowmobiles. Due to therelatively more narrow width at W3′, a rider's legs are less likely tocontact the sides of the fuel tank 48, which improves rider comfort. Therelatively narrow widths W1, W2, and W3 make it easier for the operatorto pinch or hug one or both of his or her legs on opposite sides of thecenter console 44, thereby making it easier for the operator to maneuverthe snowmobile 10. As illustrated in FIG. 7B, the steering rod 28, theshin rests 62, and the forward most end of the footrests 42 are arrangedalong line B, which generally extends along the riding position of theaverage operator's hands, shins, and feet when in an aggressive ridingposition, thereby making it easier for the operator to maneuver thesnowmobile 10.

With reference to FIG. 8, the display 58 is mounted to a door 80 whichmay be rotated outward and downward towards the operator to provideaccess to a storage compartment 82 that is behind the display 58 andwithin the hood assembly 50. The storage compartment 82 has a storagecapacity of about 7.6 liters, which is significantly larger thanexisting storage compartments. The storage compartment 82 may includeany suitable organizer insert for organizing various articles that aretypically stored in the storage compartment 82, such as goggles,telephone, keys, etc. The organizer may be made of any suitablematerial.

To access the storage compartment 82, the operator actuates door lock102, which unlocks the door 80 and allows the door 80 to be rotated opento reveal opening 110 of the storage compartment 82. The opening 110advantageously faces the operator, thereby making it easy for theoperator to access the storage compartment 82 and see inside the storagecompartment 82. Access to the storage compartment 82 is thus easier ascompared to existing storage compartments, which are typicallyaccessible only at a top of the compartment, thereby making it difficultto access the compartment and see inside the compartment, particularlywhen the operator is seated on the seat 40.

With continued reference to FIG. 8 and additional reference to FIGS.9-12B, the portions of the hood assembly 50 defining the storagecompartment 82 will now be described in detail. The storage compartment82 is advantageously defined by only three components: (1) the door 80;(2) a hood 84 of the hood assembly 50; and (3) a hood cap 86 of the hoodassembly 50. With particular reference to FIG. 10, the hood cap 86 iscoupled to the hood 84 in any suitable manner, such as through anysuitable snap fit connection and/or with any suitable fastener. Forexample, the hood cap 86 and the hood 84 may be coupled with fastenersat connection points 88A of the hood 84. The fasteners at connectionpoints 88A cooperate with an interior of the hood cap 86.

With reference to FIG. 11, for example, a bezel 90 is connected to thehood cap 86. The bezel 90 is arranged generally between the hood cap 86and the optional windshield 56. The bezel 90 is connected to the hoodcap 86 in any suitable manner. For example, and as illustrated in FIGS.11 and 12, the hood cap 86 defines a plurality of receptacles 88B intowhich tabs 88C of the bezel 90 plug into. With continued reference toFIG. 12, the hood cap 86 includes a cap flange 104, and the hood 84includes a hood flange 94. When the hood cap 86 is coupled to the hood84, the cap flange 104 abuts and overlaps the hood flange 94 to providea generally water-tight seal between the hood cap 86 and the hood 84,which advantageously eliminates any need for a separate gasket or otherseal member.

As illustrated in FIGS. 11 and 12, the windshield 56 is connected to thehood cap 86 and the bezel 90 in any suitable manner. For example, thehood cap 86 may include clearance recesses 92A, and the windshield 56may include apertures 92B. The windshield 56 may be secured to the bezel90 in any suitable manner, such as through cooperation between innertabs of the bezel 90 and the apertures 92B, which is accommodated byclearance recesses 92A. The windshield 56 may further include connectionpoints 92C, which extend downward to apertures 92D of the hood 84. Anysuitable fastener may be used to secure the windshield 56 to the hood 84at connection points 92C and the apertures 92D. The windshield 56 may beany suitable windshield of any suitable size. For example, for mountainand trail snowmobiles, the windshield 56 may be relatively large andextend relatively further toward the operator as compared to othersnowmobiles.

With reference to FIG. 12, the storage compartment 82 includes a bottomsurface 96, an upper surface 98 and a front surface 100. The bottomsurface 96 is provided by the hood 84. The upper surface 98 is providedby the hood cap 86. The front surface 100 is generally opposite to theopening 110, and is provided by the hood 84. The opening 110 is definedby the hood cap 86. Proximate to the opening 110 is an inner curvedsurface 112 of the hood 84, which generally extends from the opening 110downward to the bottom surface 96. At an uppermost portion of the innercurved surface 112 is a stop tab 114, which extends from a side of theinner curved surface 112 that is opposite to the storage compartment 82.Opposite to the inner curved surface 112 is a corresponding outer curvedsurface 118, which is part of the door 80 or connected thereto. Theouter curved surface 118 includes a door stop tab 116 at a distal endthereof.

FIG. 13A illustrates the door 80 in the closed position, and FIG. 13Billustrates the door 80 in the open position. As the door 80 is rotatedfrom the closed position to the open position, the door stop tab 116moves upward and outward along the inner curved surface 112 until thedoor stop tab 116 contacts the stop tab 114, which prevents the door 80from being rotated further. The door 80 rotates about a pair of hinges120 arranged along a hinge axis A.

The hinges 120 are illustrated in additional detail in FIGS. 14 and 15.Each hinge 120 extends from the door 80, and includes a curved portion134 and a generally planar portion 136. The curved portion 134 generallycurves outward and away from the door 80, and then back towards the door80. The curved portion 134 transitions into the generally planar portion136. The generally planar portion 136 extends back towards the door 80.At a distal end of each one of the generally planar portions 136 is areceptacle 138 defining a slot 154. Each receptacle 138 has an openingon an inner side of the hinges 120, and each receptacle 138 is sized andshaped to receive a pin 122 therein through the opening. Each pin 122has a first tab 124 and a second tab 124′, and each pin 122 isconfigured such that the first tab 124 is rotatable independent of thesecond tab 124′. Each pin 122 is arranged such that one of the tabs 124,124′ is seated in the slot 154.

Portions of the pins 122 extend outward from the receptacles 138 intocooperation with apertures 128 defined by cap flanges 142 of the hoodcap 86. Each aperture 128 defines a slot 130. Each one of the pins 122is positioned such that the tab 124, 124′ not within the slot 154 iswithin the slot 130 to lock the pins 122 in position. Because the tabs124, 124′ are independently rotatable, the door 80 is able to rotatebetween the open and closed positions.

The hinge axis of rotation A extends through the receptacles 138, thepins 122, and the apertures 128. The hinge axis A is advantageouslyarranged beneath a lower edge 126 (see FIG. 14, for example) of theopening 110. This position of the hinge axis A together with the shapeof the hinges 120 advantageously allows the door 80 to rotate out of theopening 110 and downward so that the door 80 does not obstruct (orminimally obstructs) the opening 110, thereby maximizing access to thestorage compartment 82 through the opening 110.

As illustrated in FIG. 15, the cap flanges 142 of the hood cap 86defining the apertures 128 are positioned between the hinges 120 andhood flanges 132 of the hood 84. The hood flanges 132 advantageously actas stops for the pins 122 to prevent the pins 122 from sliding out fromwithin the receptacles 138 and the apertures 128. Along the hinge axisof rotation A are thus the cap flanges 142 of the hood cap 86, the hoodflanges 132 of the hood 84, the hinges 120, and the pins 122, whichadvantageously increases the strength and robustness of the connectionof the door 80 to the hood assembly 50.

As illustrated in FIGS. 12, 13A and 13B, for example, a wire harness 144is connected to a rear of the display 58. The wire harness 144 iscovered by the inner curved surface 112 and the outer curved surface 118so that the wire harness 144 is not exposed when the door 80 is moved tothe open position of FIG. 13B. The wire harness 144 extends to anysuitable components of the snowmobile 10, such as the headlights 54, theantenna 168, and a GPS receiver.

The wire harness 144 may also extend to a USB port 156. The USB port 156may be mounted at any suitable location, such as at a rear of the door80. The USB port 156 may be secured in place in any suitable manner,such as by way of a fastening clip 158. The USB port 156 may be used inany suitable manner to provide any suitable functionality. For example,the USB port 156 may be configured to charge an electronic device,connect any suitable media player to an audio/visual system of thesnowmobile 10, allow a personal electronic device to be controlled byway of the display or other controls (e.g., provide Apple Car Playand/or Android Auto functionality), etc.

With reference to FIGS. 16A and 16B, the door 80 defines an opening 140in which the display 58 is seated. Around the opening 140 is a border146. In the example of FIGS. 16A and 16B, the display 58 is about 4″diagonally. Thus, in the example of FIGS. 6A and 6B, the opening 140 isabout 4″ diagonally, or slightly larger to accommodate a control panel150 including various controls 152.

The door 80 may be replaced with a different door configured toaccommodate a display having a different size. For example and asillustrated in FIGS. 17A and 17B, the door 80 may be replaced with adoor 80′ configured to accommodate a larger display 58′, such as a 7″diagonal display. To accommodate the larger display 58′, the door 80′has a smaller border 146′ and a larger opening 140′. The door 80′further defines a rear opening 148, which provides access to rearconnections of the display 58′ to which the wire harness 144 may beconnected. On opposite sides of the display 58′ is a control panel 158′including any suitable controls 152′.

With reference to FIGS. 18 and 19, the antenna 168 will now be describedin detail. The antenna 168 is mounted to the hood cap 86 at or near thehighest point of the hood cap 86 in order to maximize the ability of theantenna 168 to transmit and receive signals. For example, the antenna168 may be mounted to the hood cap 86 above the headlights 54. Morespecifically the antenna may be mounted above a plane that extendsthrough the headlights 54 and is parallel to a plane extending across anuppermost portion of the chassis 20 at the tunnel 32.

The antenna 168 may be any suitable antenna, such as a 900 MHz antenna.The antenna 168 is connected to the control module 64 by way of the wireharness 144. The control module 64 may be included with the display 58or mounted at any other suitable location of the snowmobile 10. Theantenna 168 may be configured to transmit/receive signals with othersnowmobiles, cell towers, etc.

The antenna 168 generally includes a dome 170 and a rod 172 extendingfrom the dome 170. The dome 170 and the rod 172 may be monolithic, orconnected in any suitable manner. The dome 170 and the rod 172 may bemade of any suitable electrically conductive material. The rod 172includes threads 174. The antenna 168 is mounted such that the dome 170is seated on a planar portion 180 defined in a notch 182 at an exteriorof the hood cap 86. The rod 172 is positioned such that it extendsthrough an aperture 178 defined by the planar portion 180 of the hoodcap 86 and is accessible at an interior of the storage compartment 82. Anut 176 is threaded onto the threads 174 of the rod 172 and arranged toabut an undersurface of the planar portion 180 to secure the antenna 168to the hood cap 86. To further secure the antenna 168 in place, anysuitable adhesive material may be arranged between the dome 170 and theplanar portion 180 of the hood cap 86. The antenna 168 may be directlyconnected to the display 58 and the control module 64 thereof by way ofthe wire harness 144, thus advantageously allowing the hood assembly 50to be detached from the snowmobile 10 without having to disconnect theantenna 168.

The body panels 60 will now be described in detail. Each one of the bodypanels 60 includes a main body panel 190. Connected to the main bodypanel 190 is any one of a plurality of different trim panels. Differenttrim panels have different widths, and thus extend outward from thesides of the snowmobile 10 to different distances. Different trim panelsare selected based on the conditions that the snowmobile 10 is mostlikely to be operated in, and the selected trim panel is coupled to themain body panel 190 as described herein. Different trim panels may beconnected to the main body panels 190 by the original equipmentmanufacturer, in the aftermarket, or by the owner of the snowmobile 10.

Exemplary trim panels include relative wide trim panel 196, which isillustrated in FIGS. 1, 3-5, 7A, 23, and 24. The trim panel 196 isconnected to the main body panel 190 on the left-hand side of thesnowmobile 10. On the right-hand side of the snowmobile 10, anotherrelatively wide trim panel 198 may be connected to the main body panel190, as illustrated in FIGS. 2, 3-5, 7A, 20A and 20B, for example. Thetrim panel 198 is similar to the trim panel 196, but the trim panel 198further includes a brake duct 210 (see FIG. 20A, for example). Any othersuitable ducts may be included in the trim panel 198 (as well as thetrim panel 196), such as the duct 212 illustrated in FIG. 20A. The brakeduct 210 is positioned to direct airflow into the front end 12 and tothe brakes to cool the brakes. The duct 212 may be arranged at anysuitable position to cool various other components of the snowmobile 10.Furthermore, and as illustrated in FIG. 20B, the trim panels 196 and 198define an internal duct 250. The internal duct 250 advantageouslycirculates airflow throughout the front end 12, such as between upperand lower portions thereof to advantageously cool components of thefront end 12. The relatively wide widths of the trim panels 196 and 198advantageously shield the operator of the snowmobile 10 from wind andsnow. Thus, the relatively wide trim panels 196 and 198 are often usedon snowmobiles intended for mountain and trail use.

As illustrated in FIGS. 7B, 21, and 22, a relatively narrow trim panel192 may be connected to the main body panel 190. Both the left and rightmain body panels 190 may have the relatively narrow trim panel 192connected thereto. The relatively narrow trim panels 192 do not extendas far from the sides of the snowmobile 10 as the relatively wide trimpanels 196 and 198, and thus use of the relatively narrow trim panels192 provides the operator with a greater view of the skis 24. Therelatively narrow trim panels 192 may also include any suitable venting,such as the brake duct 210 or the duct 212. The relatively narrow trimpanels 192 each also define an internal duct (similar to the internalduct 250) to advantageously circulate airflow throughout the front end12.

With reference to FIGS. 21 and 22, coupling of the relatively narrowtrim panel 192 to the main body panel 190 will now be described. Themain body panel 190 includes a front end 220 and a rear end 222. Aplurality of tabs 224 extend from the main body panel 190. Defined alonga side of the main body panel 190 is an aperture 228. The main bodypanel 190 is coupled to the front end 12 of the snowmobile 10 byinserting the tabs 224 into corresponding receptacles at the front end12, and by way of fastener assemblies 194A, 194B, and 194C, as describedin greater detail herein. With the main body panel 190 coupled to thesnowmobile 10, the aperture 228 provides a clearance for airflow to passtherethrough and cool interior components of the front end 12.

The main body panel 190 further includes a plurality of connectors forcoupling the various trim panels thereto, such as the relatively narrowtrim panel 192 and the relatively wide trim panel 196. In the example ofFIG. 21, the connectors are snap connectors 226 arranged at any suitablelocations about the main body panel 190. As illustrated in FIG. 22, therelatively narrow trim panel 192 includes a plurality of snap connectors230, which are positioned and configured to cooperate with the snapconnectors 226 of the main body panel 190 to connect the relativelynarrow trim panel 192 to the main body panel 190. With the main bodypanel 190 connected to the snowmobile 10, and the relatively narrow trimpanel 192 connected to the main body panel 190, the relatively narrowtrim panel 192 defines an internal duct that circulates airflowthroughout the front end 12, such as from a front end of the relativelynarrow trim panel 192 (which is proximate to the forwardmost fastenerassembly 194A) to an opposite end of the relatively narrow trim panel192 (which is opposite to the aperture 228).

With reference to FIGS. 23 and 24, the relatively wide trim panel 196 isconnected to the left-hand main body panel 190 through cooperationbetween the snap connectors 226 of the main body panel 190 andcorresponding snap connectors 230′ of the relatively wide trim panel196. The relatively wide trim panel 198 is connected to the main bodypanel 190 on the right-hand side of the snowmobile 10 by way of asimilar snap fit connection, or any other suitable connection.

With reference to FIGS. 25 and 26, the fastener assembly 194A will nowbe described in further detail. The fastener assembly 194A issubstantially similar to the fastener assemblies 194B and 194C, and thusthe description of the fastener assembly 194A generally applies to thefastener assemblies 194B and 194C as well. The fastener assembly 194Aincludes a fastener knob 310, which is rotatable about 90° between stops312A and 312B. Thus, the fastener assembly 194A is a quarter-turnfastener assembly. In a closed position, the fastener knob 310 abuts thestop 312A. To unlock the fastener assembly 194A, the fastener knob 310is rotated to stop 312B. When all three fastener assemblies 194A, 194B,and 194C are unlocked, the main body panel 190 and either of the trimpanels 196 or 198 coupled thereto may be detached from the snowmobile10, thereby making interior components of the front end 12 accessiblefor servicing.

With reference to FIG. 26, the fastener assembly 194A advantageouslycouples together three different components: (1) the main body panel190; (2) the hood 84; and (3) a chassis mount 320. The fastenerassemblies 194B and 194C couple two components together: (1) the mainbody panel 190; and (2) the chassis mount 320.

The chassis mount 320 is coupled to the chassis 20 in any suitablemanner, such as with rivets. A spacer 316 is connected to the main bodypanel 190 with a press fit, or in any other suitable manner. The spacer316 is made of rubber or any other suitable flexible and compressiblematerial. A portion of the chassis mount 320 extends through an aperture214 (see FIGS. 9-11 and FIG. 26) defined by the hood 84.

Adjacent to the knob 310 is a flange 330, which is on an outside of themain body panel 190. Extending from or through the flange 330 is a shaft332, which extends through the rubber spacer 316, through the aperture214 of the hood 84, and through an opening 340 defined by the chassismount 320. The shaft 332 transitions into a tip 334, which extends about90° relative to the shaft 332. In the locked position of FIG. 26, thespacer 316 is compressed because the fastener assembly 194A draws themain body panel 190 towards the chassis mount 320 and the hood 84.

Thus to connect the main body panel 190 (with any of the trim panels192, 196, 198 coupled thereto) to the front end 12 of the snowmobile 10,the knob 310 is positioned vertically against the stop 312B, whichorients the tip 334 to be able to pass through the opening 340 definedby the chassis mount 320. The main body panel 190 with the fastenerassembly 194A seated in the rubber spacer 316 is positioned so that theshaft 332 extends through the opening 340 of the chassis mount 320,thereby placing the tip 334 on an inner side of the chassis mount 320.The knob 310 is then rotated 90° against the stop 312A, which rotatesthe tip 334 to a position against an inner surface of the chassis mount320, thereby preventing the tip 334 from being able to pass back throughthe opening 340 in the chassis mount 320. As the knob 310 is rotatedtowards the stop 312A, which rotates the shaft 332 and the tip 334, themain body panel 190 is drawn towards the chassis mount 320 and the hood84, thereby compressing the rubber spacer 316 against the chassis mount320 and locking main body panel 190 to the hood and the chassis 20.

Referring to FIGS. 27-29, the tunnel 32 is illustrated in variousperspective views. The tunnel 32 extends along a longitudinal axis 508from a first proximal end 510 to a second distal end 512. The tunnel 32has an overall length of about 1733 mm, with a range of lengths betweenabout 1733 mm to about 2100 mm. The tunnel 32 includes an uppersubstantially planar or top plate 514 bounded by the first proximal end510 and the opposed second distal end 512 and a first side edge 516 andan opposed second side edge 518. Extending at about 90° from the topplate 514 is a first tapered sidewall 520 and extending at about 90°from the second side edge 518 is a second tapered sidewall 522. Thetunnel 32 is formed from aluminum or other appropriate substantiallylight rigid material, such as composite material. The tunnel is shapedto substantially cover the track 30 and support the seat 40 and fueltank 48. The top plate 514 and the sidewalls 520 and 522 can be formedseparately and attached to one another, such as by welding, riveting,fasteners, adhesives, etc. Alternatively, the tunnel 32 can be bent orshaped to form an integral one-piece construct.

Attached to the tunnel 32 are the footrests 42 that are attached to thefirst tapered sidewall 520 and the second tapered sidewall 522.Extending rearward from the footrests 42 is a bumper 524 that isattached to the tunnel 32 with fasteners, such as screws, rivets, orbonding. As illustrated in FIGS. 30-32, the tunnel 32 includes a distaltapered portion 526. The distal tapered portion 526 of the tunnel 32provides tapering both along the plane of the upper top plate 514 andalong the first and second tapered sidewalls 520 and 522. As illustratedin FIGS. 30-32, the bumper 524 extends around the perimeter of thedistal tapered portion 526 from the footrests 42. The bumper 524 extendsout beyond the tunnel 32 and includes first and second angled portions528 and 530 that attach to and follow corresponding angled portions 529and 531 of the tunnel 32. An upturned end portion 532 extends beyond thesecond distal end 512 of the tunnel 32 to define a handle 534.Positioned adjacent to the upturned end 532 is a rear tail light 536that is attached atop the tunnel 32.

As noted in FIG. 32, the track 30 has a width 538. The width of thetrack 30 can vary between about 304.8 mm to about 609.6 mm, and theillustrated track is about 381 mm in width. The length 540 of thetapered portion 526 of the tunnel 32 along longitudinal axis 508 isconstant at about 231.14 mm for the noted track 30 having a width ofabout 381 mm. This results in the tapered portion 526 being about 11% toabout 14% of the overall length of the tunnel 32. The taper of thetunnel 32 starts at a transition line or plane 533 with a tunnel widthof about 398.78 mm, identified by reference numeral 542, having anoverall assembly width that includes the bumper 524 of about 447.04 mm.A second width 544 at the distal end 512 of the tunnel 32 includes awidth of about 289.56 mm and an overall assembled width, including thebumper 524 of about 350.52 mm. A rearwardmost width 546 of the bumper524 is about 325.12 mm.

A first portion 513 of the first side edge 516 is parallel to a firstportion 515 of the second side edge 518 up to the transition line orplane 533 having the width 542. First portions 519 and 521 of the firstand second sidewalls 520 and 522 are also parallel to one another alongthe first portions 513 and 515 of the first and second side edges 516and 518. These edges 516 and 518 and sidewall portions 519 and 521 arealso parallel to the longitudinal axis 508. At this point 533, near theupper track support wheel 548 location, the tunnel 32 begins to taperinward toward the longitudinal axis 508 at an angle of about 75°,identified by reference numeral 550. As noted in FIG. 32, the distal end512 of the tunnel 32 does not extend beyond the track 30 and is, thus,shorter than the distalmost end of the track 30. The rearwardmostportion of the bumper 524 also does not extend beyond the track 30, asillustrated in FIG. 32.

At intersection line or plane 552, the tapered tunnel portion 526 andthe bumper 524 crosses over, or intersects, the track 30, as illustratedin FIG. 32. In other words, the intersection line or plane 552 is a lineor plane perpendicular to axis 508 and where the tunnel width includingthe bumper 524 width is about 381 mm corresponding to the track width.This intersection line 552 extends a distance of about 80 mm from thesecond distal end 512 of the tunnel 32, identified by reference numeral554. Thus, the tunnel 32, including the assembly with the bumper 524,crosses over the track 30 before the second distal end 512. Such aconfiguration reduces anchoring or sticking of the tunnel 32,particularly the rear of the tunnel 32, relative to a deep snow trench,further discussed herein.

Turning to FIG. 30, the side view of the distal tapered portion 526 isillustrated. At the transition line or plane 533 where the tunnel 32begins to taper relative to the longitudinal axis 508 of the top plate514, a height 556 of the tunnel sidewall is about 137.5 mm. At thesecond distal end 512 of the tunnel 52 at the second width 544, theheight of the tunnel sidewall is about 9.5 mm, identified by referencenumeral 558. This results in a 14.5-to-1 reduction in sidewall heightalong the length 540. This height reduction is achieved by having alower edge 560 extending at an angle 562 of about 11.8° relative to thetop plate 514. This substantial reduction in height, as well asproviding a substantially thin (i.e. 9.5 mm or less than 10 mm) distalend 512 substantially reduces catching or grabbing snow by the tunnel 32that can act as an anchor in a deep snow trench. At the intersectionline or plane 552 where the tunnel 32 intersects or crosses over thetrack 30, the height of the sidewall 564 is about 58 mm at the trackcrossover area.

As illustrated in FIG. 30, since the transition line or plane 533 of thetapered portion 526 of the tunnel 32 begins near or adjacent to theupper track wheel mounting 548, this helps prevent impingement of thetunnel 32 onto the track 30. Additionally, the rear suspension tracksupport wheel 549 can travel along an arc 551 to the dashed areaidentified by reference numeral 553 during full suspension travel. Sincethis full range of travel occurs substantially below the lower edge 560at the intersection line or plane 552, substantially no impingementbetween the tunnel 32 and the track 30 occurs in this crossover orintersection point 552. This enables the track 30 to be wider than thetunnel 32 at the distal end of the tunnel 32 without causing impingementbetween the tunnel 32 and the track 30, while also providing the benefitof eliminating the rear of the tunnel 32 from grabbing or sticking insnow, particularly in deep trenches.

Turning to FIGS. 33A-33B, it is further noted that the rear of thebumper 524 is attached above the tunnel 32 using an L-bracket 566 thatis positioned atop the upper top plate 514. The bumper 524 is attachedby way of fasteners 568, such as screws or rivets, to retain the bumper524 above the distal end 512 of the tunnel 32. This, again, eliminatesany area at the distalmost end 512 of the tunnel 32 that could catch orgrab snow or that could act as an anchor to provide additional drag onthe snowmobile 10, causing the snowmobile 10 to potentially get stuck ina trench, further discussed herein.

Turning to FIGS. 34-35, a prior art snowmobile 570 is illustrated stuckwithin a deep snow trench 572. As illustrated in FIG. 34, a rear 574 ofthe snowmobile 570 has fallen into the deep snow trench 572. Asillustrated in FIG. 35, this causes the tunnel 576, particularly therear of tunnel 576, that has two substantially opposed parallelsidewalls 577 and a width wider than a track 578 to act as an anchor andgrab the snow along the sidewall 571 of the snow trench 572. Such acondition can slow down the snowmobile 570 to a point where thesnowmobile 570 becomes stuck in the snow trench 572.

Turning to FIG. 36, the present snowmobile 10 having the tapered tunnel32 is illustrated, where the tapered tunnel 32 is shown within a snowtrench 580, where the distal tapered portion 526 being both taperedalong the top plate 514, as well as on the sidewalls 520 and 522, doesnot cut into a sidewall 581 of the snow trench 580 since the distal end512 is narrower than the track 30 and, thus, narrower than the trench580. This enables the snowmobile 10 to traverse very deep snow whilesubstantially reducing the chance that the snowmobile 10 becomes stuckin the snow trench 580.

Turning to FIGS. 37 and 38, the footrest system 800 is illustratedassembled and in exploded view, respectively. The footrest system 800 isillustrated in FIGS. 37 and 38 with a view of a left side footrest orrunning board 42 with the understanding that the right side of thefootrest system 800, partially illustrated in FIGS. 37 and 38 issubstantially similar to the left side with similar reference numeralsused. The footrest system 800 includes a pair of footrests or runningboards 42, a front support bracket 802 and a rear support bracket 804.Coupled to the front support bracket 802 and the footrest 42 is a toeplate 806. A fender 808 additionally forms a part of the footrest system800, further discussed herein.

The footrest system 800 is attached to the chassis 20 of the snowmobile10 and particularly the tunnel 32. As illustrated, the tunnel 32 isillustrated with a non-tapered distal end, however, the footrest system800 can be employed with the tunnel 32 illustrated in FIGS. 1-6 havingthe tapered distal end as well. Each footrest 42 is attached to a flange810 that extends from a side wall 812 on each side of tunnel 32. Thefootrest 42 is attached by way of rivets 814 or other appropriatefasteners such as screws, pins, etc. As illustrated in FIG. 38, thefootrest 42 includes a plurality of bores 816 that pass through thefootrest 42 to receive the plurality of rivets 814. The footrest 42 isformed from an extruded aluminum and the tunnel 32 is also formed fromaluminum or other appropriate materials. The front support bracket 802is a cast aluminum component that provides structural rigidity andsupport of the footrest 42 relative to the tunnel 32. The front supportbracket 802 is coupled to both the tunnel 32 as well as an outer railportion 818 of the footrest 42. In this regard, a male mating portion820 is slidably received into a female end 822 of the outer rail 818 andrivets are used to attach the front support bracket 802 to the tunnel 32at mounting end 824. Similarly, the rear support bracket 804 includes amale portion 826 that is slidably received in female portion 828 withmounting end 830 coupled to the tunnel 32 by way of rivets or otherfasteners. The rear support bracket 804 is also a cast aluminumcomponent to provide further structural rigidity of the footrest 42relative to the tunnel 34.

The toe plate 806 is a sheet metal component that is coupled to both thefootrest 42 and the first support bracket 802 and provides an area in atoe pocket 832 for protecting the drivers distal most portion of theirboot or foot. The toe pocket 832 extends proximally toward the front end12 of the snowmobile 10 and is defined as the area within the fender 808forward a plane at the bracket 802, further discussed herein. Asillustrated, a top portion 834 of toe plate 806 is riveted to the frontsupport bracket 802 and a lower portion 836 of the toe plate 806 isattached adjacent to an open area 838 formed in the fender 808, furtherdiscussed herein. The top portion 834 and the bottom portion 836 arealso attached in these areas by way of rivets or other appropriatefasteners 840.

Turning to FIGS. 42-44B, the left side footrest or running board 42 isillustrated in detail with the understanding that the right sidefootrest is a mirror image of the left side. The footrest 42 is aone-piece integral or monolithic structure that extends from a firstproximal end 842 to a second distal end 844. The width of the runningboard tapers transversely from the first proximal end to the seconddistal end, as illustrated in FIG. 43. In this regard, the width at thefirst proximal end 842 is larger than the width of the second distal end844. As previously noted, the footrest 42 is formed from an extrudedaluminum that includes a plurality of holes or bores cut through theextruded aluminum to provide passages through the running board alongits entire length. The surface area of the bores or holes 846 passingthrough the footrest 42 are greater than 50% of the overall surface areaillustrated in FIG. 43, in order to substantially reduce weight, as wellas provide passage for debris, such as snow, throughout. Extending froman upper surface 848 of the footrest 42 are a plurality of protrusionsor ridges 850 that extend substantially perpendicular to a plane of thefootrest 42. Ridges 850 provide texture to the upper surface 848 so thatan occupant's feet or boots do not slide on the running board 42. Anunder surface 852 of the running board 42 is substantially smooth, asillustrated in FIGS. 44A-44B.

The running board 842 includes three distinct portions, a proximalportion 854, an intermediate portion 856, and a distal portion 858. Theproximal portion 854 and the intermediate portion 856 are separatedalong a first plane 860 and the intermediate portion 856 and the distalportion 858 are separated along second plane 862. The first plane 860extends from the tunnel 32 at an angle of about 78°, identified byreference numeral 864. The second plane 862 extends substantiallyperpendicular or orthogonal from the sidewall 812 of the tunnel 32. Theproximal portion 854 extends along a length of about 107 mm, identifiedby reference numeral 866. The intermediate portion 856 extends a lengthof about 448 mm, identified by reference numeral 868. The distal portion858 extends along a length of about 364 mm, identified by referencenumeral 870. The proximal portion 854 angles upward relative to a planeof the intermediate portion 856 at an angle of about 8.2°, identified byreference numeral 872. The distal portion 858 angles upward from theplane defined by the intermediate portion 856 by an angle of about11.9°, identified by reference numeral 874. The front portion 854 isangled upward to provide ergonomic support for an occupant's foot, aswell as provide additional clearance in the fender 808, furtherdiscussed herein. The distal portion 858 angles upward to follow thetapered distal portion of sidewall 812. Additionally, the angle 872 inthe proximal end 854 also helps prevent snow from entering the snowpocket 832, also discussed herein.

Referring to FIGS. 45-51B, the toe pocket 832 is illustrated in furtherdetail. The toe pocket 832 begins at the first plane 860 of the footrest42 and extends proximally the snowmobile 10 into the fender well portionof the fender 808. As illustrated in FIG. 45, the front support bracket802 defines the first plane 860. The fender 808 includes two snowdeflection portions. As illustrated in FIGS. 46-47, a first snowdeflection portion 876 is illustrated. The first snow deflection portion876 is positioned adjacent or relative to a plurality of holes or bores878 that pass through the fender 808. The bores 878 are snow evacuationbores that align and match the corresponding snow evacuation bores 846in the proximal portion 854 of the running board or footrest 42. Byproviding the snow evacuation boards 878 through the fender 808 thatcorrespond to the bores 846 in the footrest 42, snow that would normallybe trapped in the toe pocket 832 can be evacuated through the bores 846and 878. In other words, snow can be evacuated through both the footrest42 and the fender 808. Should other portions of the chassis or sheetmetal reinforcements pass through this area, these layers would alsoinclude additional corresponding bores having the same size and shape toenable a snow evacuation passthrough throughout the assembly in the toepocket 832. This prevents snow buildup, as well as ice forming, in thisarea.

By angling the proximal portion 854 upward, as illustrated in FIG. 42,this enables the first snow deflection portion 876 to include acorresponding recess 880 that follows the upward angling of the proximalportion 854. This provides for a height differential defined by anangled front wall 882 that extends to lower portion 884 of fender 808.This height differential of the two surfaces provided by way of theupturned proximal portion 854 enables the corresponding heightdifferential between the lower wall 884 and the recess 880 having thefront angled wall 882 therebetween. Thus, as the snowmobile 10 istraversing, snow will hit and engage the lower surface or wall 884 andsimply fly past the recess 880 and the angled front wall 882, therebypreventing snow from being thrown up into the snow evacuation bores 878of the fender 808 and the bores 846 of the footrest 42. Thus, the firstsnow deflection portion 876 enables bores to be positioned completelythrough the toe pocket 832 without allowing snow to be thrown up throughthe bores 878 and 846. Additionally, as long as a height differentialexists between a surface of the fender, identified as surface 884, and aplane of the footrest 42, identified as surface 880, where the surface884 is extending below surface 880, snow will hit surface 884 and gopast surface 880 that is above surface 884 and, thus, not direct snowonto the footrest 42. The surface 884 can be angled away from surface880 or be parallel to surface 880, as long as a height differentialexists between the surfaces for snow deflection.

As illustrated in FIG. 46, there are two complete bores 878 that matewith bores 846 and a partial bore that bisects the front support bracket802. In this regard, bores 878 a and 878 b are complete bores that matchup with bores 846 a and 846 b. Bore 878 c corresponds with bore 846 cand is bisected by first plane 860. Bores 846 d and 846 e are covered bythe lower surface 884 in the boundary area 886 of fender 808. Thisangled boundary area 886 also includes a sidewall 888 that extends intorecess 880. By providing the boundary area 886, further rigidity in boththe fender 808 and the running board or footrest 42 is achieved, as wellas further directing snow away from the area adjacent the track 30 thatthrows and accumulates substantial snow in this area.

A second snow deflection portion 890 is clearly illustrated in FIG. 47.Second snow deflection portion 890 includes a recessed surface 892formed in a lower side portion of the fender 808. Recess 892, asillustrated in FIG. 50A, tapers inwardly as the recess 892 extendsdistally. This defines a tapered boundary sidewall 894. The distalmostportion of sidewall 894 extends into the fender 808 via rear sidewall896 to define an opening 898 through fender 808. The recess 892 has adeflection surface 890 that extends from an outer portion of the fender808 proximally and is deeper distally. This deflection surface 890enables snow to be passed along surface 890 and deflected out and awayfrom the toe pocket 832 by way of the rear sidewall 896, which deflectssnow out and away from fender 808. Opening 898 also enables snowevacuation in this inside region of the fender 808, as well.

As previously noted, the left and right sides are substantially mirrorimages of one another and the corresponding features noted above existin both the left and right sides. The snow evacuation bores 846 a, 846b, and 846 c, as well as 878 a, 878 b, and 878 c, enable snow to passfrom an upper surface of the footrest 42 all the way through theassembly and out the snowmobile 10 through the fender 808. Thissubstantially reduces or eliminates buildup of snow or ice in the toepocket 832. The first snow deflection portion 876 also deflects snowaway from these bores because of the upturned angle 872 of the proximalportion 854 of the running board 42. This prevents snow from beingdiverted or directed into the snow pocket 832 from the undersurface ofthe snowmobile 10. The second snow deflection portion 890 furtherdeflects snow away from the toe pocket 832, as well as venting andproviding snow evacuation through opening 898. Such a footrest system800 reduces or eliminates several disadvantages, as noted above.

Turning to FIGS. 52-55B, the snowmobile tunnel stud protection system1000 is illustrated in both an assembled and exploded view. Asillustrated, the tunnel stud protection system 1000 is attached to thetunnel 32. The tunnel 32 is illustrated in FIGS. 52-55B with anon-tapered distal end. However, the stud protection system can beemployed with the tunnel 32, illustrated in FIGS. 1-6, having thetapered distal end as well. In this regard, the tunnel 32 includes a topor upper surface 1002 where the seat 40 is attached. The tunnel 32includes a lower or bottom surface 1004 where the tunnel stud protectionsystem 1000 is attached. The tunnel 32 extends from a first proximal end1006 to a second distal end 1008. The tunnel 32 is substantially planarfrom the first proximal end 1006 to the second distal end 1008.Positioned adjacent the first proximal end 1006 is a curved trackprotection cover 1010. Extending along each side of the tunnel 32 is afirst side wall 1012 and a second opposed side wall 1014, each angledsubstantially perpendicular to a top plate 1016 of the tunnel 31. Thetop plate 1016 includes the upper surface 1002 and the lower surface1004.

The engine assembly 70 of the illustrated snowmobile 10 is a liquidcooled engine assembly 70. Because of this, the tunnel 32 includescooling ducts or passages 1018 that extend along the tunnel 32 and areformed integral with the top plate 1016. As illustrated, the coolingducts 1018 extend from the first proximal end 1006 to the second distalend 1008 along each side of the tunnel 32 adjacent to the first sidewall 1012 and the second side wall 1014. The cooling ducts 1018 areclosed at the second distal end 1008. This enables cooling fluid tocirculate through the cooling ducts 1018 substantially along the entirelength of the tunnel 32 providing a large surface area for cooling thecooling fluid that passes through the ducts 1018. This is enabled by thefact that the track 30 is covered by the tunnel 32 and as the snowmobile10 is propelled, snow from the track 30 will be thrown up and contactthe lower surface 1004 of the tunnel 32 and hence contact the coolingducts 1018 that extend along the length of the tunnel 32. This snow, aswell as air flow along this area, provides proper cooling of the coolingfluid that passes through the cooling ducts 1018. In this regard, thecooling ducts 1018 form essentially elongated rectangular channels, asillustrated, that extend along substantially the length of the tunnel 32for housing and circulating the cooling fluid.

In order to protect the tunnel 32 and particularly the lower surface1004 of the tunnel 32 and particularly the cooling ducts 1018 frompotential damage of a studded track 30 contacting this lower surface1004, the tunnel stud protection system 1000 is employed. It should alsobe noted that the tunnel stud protection system 1000 could also be usedon a tunnel that does not include cooling ducts 1018. The tunnel studprotection system 1000 includes a pair of protection rails 1020 that areattached to the under surface or lower surface 1004 of the tunnel 32 byway of fasteners, such as a first fastener portion being a bolt 1022 anda second fastener portion being a nut 1024. Other types of fastenerscould also be used such as rivets, quick release members, pins, etc.Each bolt 1022 includes a rectangular or square head 1026 and isthreaded to threadably receive the nut 1024 which is a locking nut.

In order to attach each protection rail 1020 to the lower surface 1004of the tunnel 32, an elongated attachment channel 1028 that extends fromthe first end 1006 to the second end 1008 is formed flush into the pairof cooling ducts 1018. As illustrated clearly in FIGS. 54-55B, theattachment channel 1028 defines a substantially T-shaped slot 1030. TheT-shaped slot 1030 is defined by an upper surface 1032 and a pair ofopposed parallel side walls 1034 and a pair of ledges 1036 that definean opening 1037. While a T-shaped slot 1030 is illustrated, any otherappropriate shaped slot could be used, such as L-shaped, V-shaped, etc.As illustrated in FIG. 55B, slotted opening 1037 is flush with theundersurface or lower surface 1004. In other words, no projectionsextend out or proud of the lower surface 1004 when the tunnel studprotection system 1000 is not used. Passing through the opposed ledges1036 is a rectangular shaped passage or opening 1038 that is sized toreceive the square head 1026 of bolt 1022 in a substantiallyperpendicular manner. This enables multiple bolts 1022 havingrectangularly square shaped heads 1026 to be passed through passage 1038and slid along the T-shaped slot 1030 to corresponding appropriatepositions for attaching the corresponding protection rail 1020 to thetunnel 32. Moreover, by providing the opposed parallel side walls 1034within the T-shaped slot 1030, the square head 1026 is prevented fromrotating or is rotationally locked within the T-shaped slot 1030,thereby enabling easy fixation of the corresponding protection rail 1020by way of the locking nut 1024, further discussed herein.

As illustrated in FIGS. 52-55B, the protection rail 1020 illustrates howeach recessed attachment channel 1028 or T-shaped slot 1030 is recessedinto the corresponding cooling duct 1018. Such a configuration providesa flush or non-extending attachment channel 1028 where an attachmentmechanism does not project out into the tunnel 32 where the track 30 ispositioned, thereby providing significant clearance for many shapedtracks 30, particularly having various shaped lugs. This allows variousdeep lug tracks 30 to be utilized without clearance concerns when thetrack 30 is not studded. In other words, the under or lower surface 1004provides a substantially planar or non-obstructed flush tunnel when thetunnel stud protection system 1000 is not used or employed.

Turning to FIGS. 58B and 59, the protection rail 1020 is illustrated infurther detail. As noted in FIGS. 52-55B, two protection rails 1020extend along a pair of attachment channels 1028 formed in the pair ofcooling ducts 1018 that extend the length of the tunnel 32. Asillustrated in FIG. 59, the protection rail 1020 is formed from extrudedaluminum and extends from a first proximal end 1040 to a second distalend 1042. At the first proximal end 1040, a tapered or angled portion1044 extends from the first proximal end 1040. The tapered portion 1044tapers to a maximum height portion 1046. The tapered portion 1044includes a plastic or ultra high molecular weight polyethylene insert1048 positioned on the tapered portion 1044 having a low frictionengagement surface 1049. This plastic portion 1048 provides the smoothlow friction surface 1049 for engaging the track 30 adjacent to thetrack protection cover 1010 where reduced clearance within the tunnel 32exists. Alternatively, a low friction aluminum plate can be attached inthis area by way of welding, fasteners, or adhesive.

Once the track 30 rotates about the track protection cover 1010, thetrack 30 is generally flat when riding adjacent to the planar lowersurface 1004 of the tunnel 32. The planar maximum height portion 1046includes a track engaging surface, wall, or portion 1050 that ridesagainst the track 30 during rotation of the track 30. The protectionrail 1020 further includes a spaced apart tunnel engaging surface, wall,or portion 1052 that directly contacts the tunnel 32 and is positionedsubstantially along the attachment channel 1028. Opposed rail sidewalls1051 connect the tunnel engaging wall 1052 to the track engaging wall1050. Since the protection rail 1020 is primarily formed of extrudedaluminum, except for the angled plastic engaging portion 1048, and thetunnel 32 is formed from aluminum, heat conduction between the tunnel 32and the protection rail 1020 is achieved by this direct contact. Thisallows the protection rail 1020 to act essentially as a heat sync toradiate heat from each cooling duct 1018, as opposed to prior art studprotection systems that use a plastic component that substantiallycovers the cooling ducts and acts as an insulator which may not bedesirable. The protection rail 1020 also defines an air duct or channel1053 that extends through the entire length of the protection rail 1020enabling air to be circulated through the protection rail 1020 providingadditional cooling benefits for the cooling fluid passing through thecooling ducts 1018.

In order to attach the protection rail 1020 to the tunnel 32, multiplesquare headed bolts 1022 having square heads 1026 are passed throughopening 1038 and slid axially along the T-shaped slot 1030 of theattachment channel 1028, as illustrated in FIGS. 52 and 53. With eachspaced apart bolt 1022 extending from the attachment channel 1028, theprotection rail 1020 having bolt holes 1054 that extend through tunnelengaging wall 1052 is axially aligned with each bolt 1022. This allows athreaded portion 1056 of the bolt 1022 to pass through the bolt hole1054 and extend within the air flow channel 1053, as illustrated in FIG.58B. The protection rail 1020 also defines a plurality of concentricaccess holes 1058 extending through the track engaging wall 1050. Eachaccess hole 158 is sized to enable the locking nut 1024 to pass through,as well as an appropriate tool such as a socket for tightening thelocking nut 1024 relative to the bolt 1022. Since the bolt 1022 isrotationally fixed via the parallel side walls 1034 and the square head1026, a user simply needs to tighten the locking nut 1024 without theneed for grasping the bolt 1022. This allows each protection rail 1020to be easily installed to the tunnel 32 by a user without the need forremoving the track 30 or other components by simply sliding the bolts1022 along the attachment channel 1028 and axially passing theprotection rail 1020 until the holes 1054 are aligned with the bolt 1022and thereafter secure the corresponding locking nuts 1024.

Referring now to FIGS. 56-58B, the tunnel stud protection system 1000 isillustrated in an assembled view with the tunnel 32. As illustrated,there are two protection rails 1020 that extend substantially parallelto one another and parallel to a longitudinal axis 1060 of the tunnel32. As illustrated in FIGS. 58A and 58B, each protection rail 1020 ispositioned longitudinally relative to track clips 1062 of the track 30.Each track clip 1062 enables the track sections of the track 30 to flexin these area where windows or passages also extend through the track 30adjacent to the track clips 1062. This enables further clearance oraccess to each access hole 1058 when installing each protection rail1020.

As illustrated in FIGS. 58A and 58B, studs 1064 are illustratedextending from the track 30. The studs 1064 generally have varyingheights but can extend at about 9.525 mm above the lugs 1066 of thetrack 30. Each protection rail 1020 has a height 1068 that providessufficient clearance to prevent the studs 1064 from engaging the lowersurface 1004 of the tunnel 32. As noted in FIG. 59, the protection rail1020 includes the tapered portion 1044 at a first proximal end 1006 ofthe tunnel where the clearance for the track decreases in this area thusrequiring the tapered portion 1044 having a low friction polymer toengage the track 30 in this area. As the rail 1020 moves distally, theheight changes from a first height 1067 of about 22 mm to the maximumheight portion 1046 having a second height 1068 of about 35 mm, wherefull track clearance relative to the lower surface 1004 of the tunnel 32is provided. As noted in FIG. 58B, the studs 1064 can be positionedanywhere on the track 30 both on the inside and outside areas relativeto the protection rail 1020, except where the track engaging surface,wall, or portion 1050 is located. This way, track engaging portion 1050that is aluminum only is configured to engage the track 30 and not comeinto contact with any studs 1064.

Referring to FIGS. 60A and 60B, an additional embodiment of a protectionrail 1068 is illustrated. Like reference numerals will be used todescribe like structures with protection rail 1020. Protection rail 1068is substantially similar to protection rail 1020 except that protectionrail 1068 has an additional variable height feature 1070. The variableheight feature 1070 includes an additional ultra high molecular weightpolyethylene extension 1072 that is attached to the second distal end ofthe protection rail 1068. The ultra high molecular weight spacer 1072 isattached by way of rivets 1074 and adds about 16 mm of additionalclearance. Again, the extension can also be formed from aluminum orother appropriate material. Thus, the protection rail 1068 provides fora first variable height area or feature at the tapered portion 1044, anintermediate height portion 1046, and an extension or further max heightportion formed by the spacer 1072. In other words, the protection rail1068 has three different areas for three different clearance heights (22mm, 35 mm, and 51 mm) spaced along the length of the protection rail1068. Protection rail 1068 is generally used when there is a very deeplug track 30 employed that has significant suspension travel of thetrack 30, thus requiring further clearance in the distal end or rear ofthe tunnel 32 for the studs 1064 and the deep lugs.

The tunnel stud protection system 1000 provides for tunnel studprotection when employing studs 1064 on a track 30 used with asnowmobile 10. Such a system 1000 provides maximum clearance within thetunnel 32 when not in use because there is no protruding fasteners ormechanisms for attaching a stud protection spacer. By further providingan aluminum protection rail 1020 or 1068, heat conduction between thealuminum tunnel 32 and the protection rails 1020 or 1068 is achieved byproviding additional cooling of the cooling fluid passing through thecooling ducts 1018 that are in contact with the protection rails 1020 or1068. The air passthrough 1053 along each rail 1020 or 1068 providesadditional cooling features. Assembly or attachment of the protectionrails 1020 or 1068 is also easily achieved with the tunnel studprotection system 1000, as illustrated. This is because the bolts 1022can be easily adjustably positioned within the attachment channels 1028,the corresponding protection rail 1020 aligned with the bolts and thelocking nuts 1024 passed through the access holes 1058 without the needfor removing the track 30 or other components of the snowmobile 10. Theelongated attachment channel 1028 also allows adjustability ofpositioning protection rails 1020 that can extend the entire length ofthe tunnel 32 or attaching multiple separate independent protectionrails along the same attachment channel 1028 at different locationsalong the tunnel 32 and not require them to extend along the entirelength, should this be desired or optimal. In other words, theprotection rails can have different lengths and heights as needed.Additionally, various sets of protection rails can be provided toaccount for different height studs or different track configurationssuch as the protection rails 1020 and 1068 that can easily be swappedout or switched depending on the track and studs utilized. Accordingly,the disadvantage associated with existing stud protection systems havebeen substantially reduced or eliminated.

With reference to FIG. 61, attachment of the accessory 36 and otheraccessories to the rear of the chassis 20 will now be described. In FIG.61 and many of the subsequent figures, the chassis 20 and the tunnel 32are illustrated as not tapered, but the accessory 36 and any othersuitable accessory may be attached to the tapered tunnel 32 of FIGS. 1,2, 5 and 6 as well.

As illustrated in FIG. 61, the rear of the chassis 20 defines a pair ofslots 1202A and 1202B, which extend parallel to each other. The slots1202A and 1202B generally extend from a lower support member 1210 to abrake light assembly 1212. Mounted to the slots 1202A and 1202B is afirst or forward set of mounts 1220A and a second or rear set of mounts1220B. The mounts 1220A, 1220B are removably connected to the slots1202A and 1202B. The slots 1202A and 1202B may include predefinedmounting locations for each one of the mounts 1220A, 1220B.Alternatively, the slots 1202A, 1202B and the mounts 1220A, 1220B may beconfigured to permit the mounts 1220A, 1220B to be mounted at anysuitable positions along the slots 1202A, 1202B. As described furtherherein, the mounts 1220A, 1220B are configured to couple with anysuitable accessories, such as the seat accessory 36 (see FIGS. 6, 70A,70B, 72A, 72B), or any other suitable accessories, such as those setforth herein.

With continued reference to FIG. 61 and additional reference to FIG. 62,the lower support member 1210 is mounted to the chassis 20 beneath thefuel tank 48. The lower support member 1210 supports at least a rear endof the fuel tank 48, which is generally U-shaped. The lower supportmember 1210 also supports, and is in cooperation with, an upper supportmember 1230. Arranged on top of the upper support member 1230 is themain seat 40 for the operator. Thus, the lower support member 1210supports the rear end of the fuel tank 48, the upper support member1230, the seat 40 by way of the upper support member 1230, and a battery1232 by way of the upper support member 1230.

The rear of the fuel tank 48 is open and bottomless at a center portionthereof, thereby defining a cavity 1234. The lower support member 1210extends across the open rear of the fuel tank 48 to provide supportthereto. The cavity 1234 is deeper than cavities found in fuel tanks ofother snowmobiles due to the fuel tank 48 being bottomless, or open, atthe middle portion of the rear end thereof. As a result, the battery1232 may be arranged at a relatively lower and more rearward position ascompared to existing snowmobiles thereby advantageously providing thesnowmobile 10 with an improved center of gravity. In applications thatdo not include the battery 1232, the cavity 1234 advantageously providesan additional storage area, such as for an auxiliary oil bottle, gloves,etc.

FIG. 63 is a cross-sectional view taken along line 63-63 of FIG. 61illustrating cooperation between one of the mounts 1220A and the slot1202A. Each one of the mounts 1220A, 1220B is locked to the slots 1202A,1202B in a similar manner, and thus the following description of themount 1220A also applies to the other mounts 1220A, 1220B. The mount1220A includes an upper portion 1240 at an upper surface of the slot1202A, and a lower portion 1242 at an undersurface of the slot 1202A.The upper portion 1240 includes a post 1244, which is sized and shapedto cooperate with a receptacle of the accessory 36, as well as areceptacle of any of the other accessories set forth herein. Extendingdownward from the upper portion 1240 is a base 1246, which is sized andshaped to be received within an aperture 1250 defined by the slot 1202A.The aperture 1250 and the base 1246 have a similar size and shape, andthus with the base 1246 seated in the aperture 1250, the mount 1220A islocked into position along the length of the slot 1202A. To further lockthe mount 1220A to the slot 1202A, the lower portion 1242 is locked intocooperation with the undersurface of the slot 1202A in any suitablemanner. For example, the lower portion 1242 may include a post 1252,which extends through the slot 1202A and through the upper portion 1240,where the post 1252 is threaded into cooperation with a nut 1254. As thenut 1254 is tightened, the lower portion 1242 is retained against theundersurface of the slot 1202A. The mount 1220A may include a pair ofsuch fastening arrangements on opposite sides of the base 1246.

With reference to FIGS. 64A, 64B, and 64C, the lower support member 1210will now be described in detail. The lower support member 1210 defines apair of slots 1302 at a rear end thereof. At an upper surface is asupport surface 1304, which is generally planar. The support surface1304 defines any suitable number of apertures 1306, which facilitatecooperation between the lower support member 1210 and the upper supportmember 1230, as described herein and generally illustrated in FIGS. 65Aand 65B. The lower support member 1210 further includes receptacles1310, which are configured to receive any suitable fastener for securingthe lower support member 1210 to the chassis 20.

With additional reference to FIGS. 65A and 65B, the upper support member1230 includes a pair of lower flanges 1350, each of which defineapertures 1352 configured to receive posts 1354 extending from theapertures 1306 defined by the support surface 1304 of the lower supportmember 1210. The posts 1354 may be threaded, and thus a bolt may bethreaded onto the posts 1354 over the flanges 1350 to secure the uppersupport member 1230 to the lower support member 1210. The upper supportmember 1230 further includes a lower flange 1360, which is sized andshaped to overlap the lower support member 1210. Opposite to the lowerflange 1360 are upper flanges 1362, each of which defines apertures1364.

A battery support 1470 may also be included. The battery support 1470includes a frame 1472 configured in any suitable manner to support thebattery 1232 therein. The battery support 1470 includes lower flanges1474, each of which define an aperture 1476. The apertures 1476 areconfigured to receive the posts 1354, and the lower flanges 1474 sit onthe support surface 1304 such that the battery support 1470 is at leastpartially supported by the lower support member 1210. At an upperportion of the battery support 1470 are upper flanges 1478 and anysuitable fasteners 1480, which connect the upper flanges 1478 of thebattery support 1470 to the upper flanges 1362 of the upper supportmember 1230.

FIGS. 66A, 66B and 66C illustrate another exemplary accessory in theform of a relatively tall storage container, bag, or case 1410. Therelatively tall case 1410 includes a base 1412. Extending from a frontof the base 1412 are tabs 1414. Each one of the tabs 1414 is sized andshaped to be received within one of the slots 1302 of the lower supportmember 1210. A rear end of the base 1412 includes a pair of lockassemblies 1416, each of which defines a receptacle 1418 configured toreceive one of the posts 1244 of the mounts 1220A (or 1220B). The lockassemblies 1416 may be any suitable locking assembly or deviceconfigured to lock the relatively tall case 1410 to the mounts 1220A (or1220B).

In place of the relatively tall case 1410, any other suitable accessorymay be mounted to the chassis 20 by way of the mounts 1220A, 1220B. Forexample, and as illustrated in FIG. 67, a relatively short case 1430 maybe secured to the mounts 1220A. Like the case 1410, the case 1430includes tabs 1414, which are inserted into the slots 1302 of the lowersupport member 1210. The relatively short case 1430 also includes thelock assemblies 1416, which are configured to lock to the mounts 1220Ain the same manner described above with respect to the relatively tallcase 1410.

With reference to FIG. 68, a relatively long and short case 1440 may bemounted to the chassis 20. The case 1440 includes the same tabs 1414(see FIG. 66C) of the case 1410, which are inserted into the slots 1302of the lower support member 1210. Due to the relatively long length ofthe case 1440, the case 1440 cooperates with the mounts 1220B at therear of the slots 1202A and 1202B. Specifically, the case 1440 includesthe lock assemblies 1416, which are configured to lock onto the posts1244 of the mounts 1220B to secure the case 1440 to the chassis 20. Themounts 1220A may be removed, or the case 1440 may include additionallock assemblies 1416, positioned to lock onto the mounts 1220A. Asillustrated in FIG. 69, in place of the relatively long and short case1440 may be a relatively long and tall case 1450, which is secured tothe chassis 20 in the same manner described above with respect to therelatively long and short case 1440.

FIGS. 70A and 70B illustrate the accessory as the seat 36. The seat 36accommodates a passenger seated behind the operator. With particularreference to FIG. 70B, the seat 36 includes the tabs 1414 extending frombase 1412 of the seat 36. The tabs 1414 are sized and shaped to beinserted into the slots 1302 of the lower support member 1210. The seat36 also includes the lock assemblies 1416, each of which are configuredto lock onto the mounts 1220A to secure the seat 36 to the chassis 20.

More than one accessory may be mounted to the chassis 20 behind the seat40, such as in a “daisy chain” configuration. For example and asillustrated in FIGS. 71A and 71B, a first relatively tall case 1410A anda second relatively tall case 1410B may be daisy chained together behindthe seat 40. Each one of the cases 1410A and 1410B is the same as thecase 1410 described above. Thus, the same reference numerals used toillustrate and describe the case 1410 are used to illustrate anddescribe the cases 1410A and 1410B, but the features of the case 1410Ainclude the suffix “A” and the features of the case 1410B include thesuffix “B”.

The tabs 1414A of the first case 1410A are inserted into the slots 1302of the lower support member 1210. The lock assemblies 1416A lock ontothe mounts 1220A to secure the first relatively tall case 1410 to thechassis 20. The tabs 1414B of the second case 1410B are inserted beneaththe base 1412A of the case 1410A into a recess 1460A defined at a rearof the base 1412A. The recess 1460A is sized and shaped to receive thetabs 1414B beneath the base 1412A.

With respect to the second case 1410B, the lock assemblies 1416B arelocked to the mounts 1220B to lock the second case 1410B to the chassis20. The base 1412B defines a recess 1460B, which sized and shaped toreceive the brake light assembly 1212 beneath the second case 1410B. Inthis manner, two accessories, such as the first and second relativelytall cases 1410A and 1410B, are both secured to the chassis 20 and arein cooperation with each other in a daisy chain manner. Any of the otheraccessories of the present disclosure may be connected to the chassis 20in a similar daisy chain manner, except for the relatively longaccessories that are long enough to extend all the way from the lowersupport member 1210 to the brake light assembly 1212, such as the cases1440 and 1450.

With reference to FIGS. 72A and 72B, different ones of the accessoriesmay be daisy chained together. For example, the seat 36 and the case1410 may be both secured to the chassis 20 in a daisy chain manner. Withparticular reference to FIG. 72B, the tabs 1414 of the seat 36 areinserted into the slots 1302 of the lower support member 1210 and thelock assemblies 1416 are locked onto the mounts 1220A in the same mannerdescribed above in the description of FIGS. 70A and 70B. The case 1410is mounted to the chassis 20 by inserting the tabs 1414 of the case 1410under a recess 1460 at the base 1412 of the seat 36, and the lockassemblies 1416 of the case 1410 are locked onto the mounts 1220B.

One skilled in the art will appreciate that the accessories 36, 1410,1430, 1440, and 1450 are merely exemplary accessories. The presentdisclosure is also applicable to any other accessories suitable formounting to the chassis 20, such as a fuel tank, oil tank, etc., whichmay be mounted alone or in a daisy chain manner as described above. Thepresent disclosure thus advantageously provides an improved system forattaching one or more accessories to the snowmobile 10 behind the seat40.

The foregoing description of the embodiments has been provided forpurposes of illustration and description. It is not intended to beexhaustive or to limit the disclosure. Individual elements or featuresof a particular embodiment are generally not limited to that particularembodiment, but, where applicable, are interchangeable and can be usedin a selected embodiment, even if not specifically shown or described.The same may also be varied in many ways. Such variations are not to beregarded as a departure from the disclosure, and all such modificationsare intended to be included within the scope of the disclosure.

Example embodiments are provided so that this disclosure will bethorough, and will fully convey the scope to those who are skilled inthe art. Numerous specific details are set forth such as examples ofspecific components, devices, and methods, to provide a thoroughunderstanding of embodiments of the present disclosure. It will beapparent to those skilled in the art that specific details need not beemployed, that example embodiments may be embodied in many differentforms and that neither should be construed to limit the scope of thedisclosure. In some example embodiments, well-known processes,well-known device structures, and well-known technologies are notdescribed in detail.

The terminology used herein is for the purpose of describing particularexample embodiments only and is not intended to be limiting. As usedherein, the singular forms “a,” “an,” and “the” may be intended toinclude the plural forms as well, unless the context clearly indicatesotherwise. The terms “comprises,” “comprising,” “including,” and“having,” are inclusive and therefore specify the presence of statedfeatures, integers, steps, operations, elements, and/or components, butdo not preclude the presence or addition of one or more other features,integers, steps, operations, elements, components, and/or groupsthereof. The method steps, processes, and operations described hereinare not to be construed as necessarily requiring their performance inthe particular order discussed or illustrated, unless specificallyidentified as an order of performance. It is also to be understood thatadditional or alternative steps may be employed.

When an element or layer is referred to as being “on,” “engaged to,”“connected to,” or “coupled to” another element or layer, it may bedirectly on, engaged, connected or coupled to the other element orlayer, or intervening elements or layers may be present. In contrast,when an element is referred to as being “directly on,” “directly engagedto,” “directly connected to,” or “directly coupled to” another elementor layer, there may be no intervening elements or layers present. Otherwords used to describe the relationship between elements should beinterpreted in a like fashion (e.g., “between” versus “directlybetween,” “adjacent” versus “directly adjacent,” etc.). As used herein,the term “and/or” includes any and all combinations of one or more ofthe associated listed items.

Although the terms first, second, third, etc. may be used herein todescribe various elements, components, regions, layers and/or sections,these elements, components, regions, layers and/or sections should notbe limited by these terms. These terms may be only used to distinguishone element, component, region, layer or section from another region,layer or section. Terms such as “first,” “second,” and other numericalterms when used herein do not imply a sequence or order unless clearlyindicated by the context. Thus, a first element, component, region,layer or section discussed below could be termed a second element,component, region, layer or section without departing from the teachingsof the example embodiments.

Spatially relative terms, such as “inner,” “outer,” “beneath,” “below,”“lower,” “above,” “upper,” and the like, may be used herein for ease ofdescription to describe one element or feature's relationship to anotherelement(s) or feature(s) as illustrated in the figures. Spatiallyrelative terms may be intended to encompass different orientations ofthe device in use or operation in addition to the orientation depictedin the figures. For example, if the device in the figures is turnedover, elements described as “below” or “beneath” other elements orfeatures would then be oriented “above” the other elements or features.Thus, the example term “below” can encompass both an orientation ofabove and below. The device may be otherwise oriented (rotated 90degrees or at other orientations) and the spatially relative descriptorsused herein interpreted accordingly.

What is claimed is:
 1. A snowmobile comprising: a hood; a hood capconnected to the hood; a door; and a storage compartment defined by thehood, the hood cap, and the door; wherein: the hood cap defines anopening to the storage compartment facing a rear of the snowmobile; thedoor is movable into the opening to close the opening and out of theopening to open the opening; the door includes a hinge mounted to thehood cap below the opening; the hinge is configured such that as thedoor rotates out of the opening the door moves downward and outwardrelative to the opening; and the hinge rotates about an axis of rotationextending through apertures defined by the hood cap and hood flanges ofthe hood.
 2. The snowmobile of claim 1, wherein the hinge is connectedto the hood cap by way of a pin extending from the hinge into anaperture defined by the hood cap.
 3. The snowmobile of claim 2, whereinthe aperture of the hood cap is defined by a cap door flange of the hoodcap, the cap door flange is between the hinge and a hood door flange ofthe hood to retain the pin in cooperation with the hinge and theaperture of the hood cap.
 4. The snowmobile of claim 1, wherein the dooris a first door defining a first opening configured to accommodate afirst display of a first size.
 5. The snowmobile of claim 4, furthercomprising a second door defining a second opening configured toaccommodate a second display of a second size; wherein to provide thesnowmobile with the first display the first door is removably coupled tothe hood cap; and wherein to provide the snowmobile with the seconddisplay the second door is removably coupled to the hood cap.
 6. Thesnowmobile of claim 1, further comprising: an inner stop tab extendingfrom an inner curved surface of the hood; an outer stop tab extendingfrom an outer curved surface of the door; wherein as the door rotatesfrom a closed position to an open position the outer stop tab moves intocontact with the inner stop tab to prevent over rotation of the door. 7.The snowmobile of claim 6, wherein the inner curved surface and theouter curved surface cover a wire harness extending from a displaymounted to the door when the door is in the open position and in theclosed position.
 8. The snowmobile of claim 1, further comprising astorage insert removably seated within the storage compartment.
 9. Thesnowmobile of claim 1, wherein the hood cap includes a cap flange thatoverlaps and abuts a hood flange of the hood to provide a seal betweenthe hood cap and the hood.
 10. The snowmobile of claim 1, furthercomprising a USB port mounted on an inner side of the door.
 11. Asnowmobile comprising: a hood; a hood cap connected to the hood; a door;a storage compartment defined by the hood, the hood cap, and the door;an inner stop tab extending from an inner curved surface of the hood;and an outer stop tab extending from an outer curved surface of thedoor; wherein as the door rotates from a closed position to an openposition the outer stop tab moves into contact with the inner stop tabto prevent over rotation of the door.
 12. A snowmobile comprising: ahood; a hood cap connected to the hood; a door; and a storagecompartment defined by the hood, the hood cap, and the door; wherein thehood cap includes a cap flange that overlaps and abuts a hood flange ofthe hood to provide a seal between the hood cap and the hood.